Bf 109 A/B/C/D
The Bf 109A was the first version of the Bf 109. Armament was initially planned to be just two cowl-mounted 7.92 mm (.312 in)Bf 109E
In late 1938, the Bf 109E entered production. To improve on the performance afforded by the 441–515 kW (600–700 PS) Jumo 210, the larger, longer Daimler-Benz DB 601A engine was used, yielding an extra 223 kW (300 PS) at the cost of an additional 181 kg (400 lb). A much bigger cooling area was needed to disperse the extra heat generated by the DB 601, and this led to the first major redesign of the basic airframe. Enlarging the existing nose-mounted radiator sufficiently to cool the engine would have created extra weight and drag, negating some of the performance gains afforded by the increased power, so it was decided to move the main radiators to the undersurfaces of the wings immediately outboard of the junction of the wing root and wing panel, just forward of the trailing edges' inner ends, leaving the oil cooler under the nose in a small, streamlined duct. The new radiator position also had the effect of counterbalancing the extra weight and length of the DB 601, which drove a heavier three-bladed ''Vereinigte Deutsche Metallwerke'' (VDM)-made propeller. To incorporate the new radiators, the wings were almost completely redesigned and reinforced, with several inboard ribs behind the spar being cut down to make room for the radiator ducting. Because the radiators were mounted near the trailing edge of the wing, coinciding with the increased speed of the airflow accelerating around the wing camber, cooling was more effective than that of the Jumo engined 109s, albeit at the cost of extra ducting and piping, which was vulnerable to damage. The lowered undercarriage could throw up mud and debris on wet airfields, potentially clogging the radiators. To test the new 1,100 PS (1,085 hp, 809 kW) DB 601A engine, two more prototypes (V14 and V15) were built, each differing in their armament. While the V14 was armed with two 7.92 mm (.312 in) MG 17s above the engine and one 20 mm MG FF in each wing, the V15 was just fitted with the two MG 17s mounted above the engine. After test fights, the V14 was considered more promising and a pre-production batch of 10 E-0 was ordered. Batches of both E-1 and E-3 variants were shipped to Spain for evaluation, and first saw combat during the final phases of the Spanish Civil War.E-1
The E-1 production version kept two 7.92 mm (.312 in) MG 17s above the engine and two more in the wings. Later, many were modified to the E-3 armament standard. The E-1B was a small batch of E-1s that became the first operational Bf 109 fighter bomber, or ''Jagdbomber'' (usually abbreviated to Jabo). These were fitted with either an ETC 500 bomb rack, carrying one 250 kg (550 lb) bomb, or four 50 kg (110 lb) bombs. The E-1 was also fitted with the Reflexvisier "Revi" gunsight. Communications equipment was the FuG 7 ''Funkgerät 7'' (radio set) short-range radio apparatus, effective to ranges of 48–56 km (30–35 mi). A total of 1,183 E-1 were built, 110 of them were E-1/B.RLM Lieferplan Nr. 18 Ausgabe 3, 01.11.1940 (Deliveries up to 31.10.1940)E-2
Only very limited numbers of the E-2 variant were built, for which the V20 prototype served as basis. It was armed with two wing-mounted, and one engine-mounted ''Motorkanone'' MG FF cannon, which gave considerable trouble in service, as well as two synchronized MG 17s cowl machine guns. In August 1940, II./ JG 27 was operating this type.E-3
To improve the performance of the Bf 109E, the last two real prototypes (V16 and V17) were constructed. These received some structural improvements and more powerful armament. Both were the basis of the Bf 109 E-3 version. The E-3 was armed with the two MG 17s above the engine and one MG FF cannon in each wing.Hannu Valtonen – Messerschmitt Bf 109 ja saksan sotatalous A total of 1,276 E-3 were built, including 83 E-3a export versions.E-4
The E-3 was replaced by the E-4 (with many airframes being upgraded to E-4 standards starting at the beginning of the Battle of Britain), which was different in some small details, most notably by using the modified 20 mm MG-FF/M wing cannon and having improved head armour for the pilot. With the MG FF/M, it was possible to fire a new and improved type of explosive shell, called ''Minengeschoß'' (or 'mine-shell'), which was made using drawn steel (the same way brass cartridges are made) instead of being cast as was the usual practice. This resulted in a shell with a thin but strong wall, which had a larger cavity in which to pack a much larger explosive charge than was otherwise possible. The new shell required modifications to the MG FF's mechanism due to the different recoil characteristics, hence the MG FF/M designation. The cockpit canopy was also revised to an easier-to-produce, "squared-off" design, which also helped improve the pilot's field of view. This canopy, which was also retrofitted to many E-1s and E-3s, was largely unchanged until the introduction of a welded, heavy-framed canopy on the G series in the autumn of 1942. The E-4 would be the basis for all further Bf 109E developments. Some E-4 and later models received a further improved 1,175 PS (1,159 hp, 864 kW) DB601N high-altitude engine; known as the E-4/N; owing to priority being given to equipping Bf 110s with this engine, one fighter ''gruppe'' was converted to this version, starting in July 1940. The E-4 was also available as a fighter-bomber with equipment very similar to the previous E-1/B. It was known as E-4/B (DB 601Aa engine) and E-4/BN (DB 601N engine). A total of 561 of all E-4 versions were built, including 496 E-4s built as such: 250 E-4, 211 E-4/B, 15 E-4/N and 20 E-4/BN.E-5, E-6
The E-5 and E-6 were both reconnaissance variants with a camera installation behind the cockpit. The E-5 was a reconnaissance variant of the E-3, the E-6 was a reconnaissance variant of the E-4/N. Twenty-nine E-5s were built and nine E-6s were ordered.E-7
The E-7 was the next major production variant, entering service and seeing combat at the end of August 1940.Mason 1973, p. 9. One of the limitations of the earlier Bf 109Es was their short range of 660 km (410 mi) and limited endurance, as the design was originally conceived as a short-range interceptor. The E-7 rectified this problem as it was the first Bf 109 subtype to be able to carry a drop tank, usually the standardized Luftwaffe 300 L (80 US gal) capacity unit mounted on a centre-line rack under the fuselage, which increased its range to 1,325 km (820 mi). Fuel from the drop tank was pumped to the internal fuel tank via a large fuel line that ran up and along the inside starboard wall of the cockpit, with a clear sight glass located in the fuel line's main span so the pilot could easily see the flow of fuel and know when the tank was empty. Alternatively, a bomb could be fitted and the E-7 could be used as a ''Jabo'' fighter-bomber. Previous Emil subtypes were progressively retrofitted with the necessary fittings for carrying a drop tank from October 1940. Early E-7s were fitted with the 1,100 PS DB 601A or 1,175 PS DB 601Aa engine, while late-production ones received 1,175 PS DB 601N engines with improved altitude performance – the latter was designated as E-7/N.Mankau and Petrick 2001, p. 24. A total of 438 E-7s of all variants were built. Bf 109E variants and sub-variants * E-0 (Pre-production aircraft with 4 × 7.92 mm/.312 in MG 17 machine guns) * E-1 (Similar to E-0) ** E-1/B (Fighter-bomber version of E-1, usually with DB 601Aa) * E-2 (Limited production, additional ''Motorkanone'' engine mounted MG FF cannon, otherwise as E-3) * E-3 (Similar to E-1 but 2 × 20 mm MG FFs in the wings instead of the MG 17) * E-4 (Armour and structural improvements, change of MG FF cannons to MG FF/M. "Square" canopy) ** E-4/B (Fighter-bomber version of E-4, 1 × 250 kg/550 lb bomb, usually with DB 601Aa) ** E-4 trop (Version of E-4 modified to serve in tropical regions) ** E-4/N (E-4 with DB601N engine) ** E-4/BN (Fighter-bomber version of E-4/N, 1 × 250 kg/550 lb bomb) * E-5 (Recon version of E-3, camera equipment, 2 × 7.92 mm/.312 in MG 17) * E-6 (Recon version of E-4/N, camera equipment, 2 × 7.92 mm/.312 in MG 17) * E-7 (Similar to E-4 but with optional 300 L drop tank) ** E-7/N (Similar to E-4/N but with optional 300 L tank) ** E-7/NZ (also known as E-7/Z, an E-7/N with additional GM-1 nitrous oxide injection system) ** E-7/U2 (Ground attack variant of E-7 with additional armour) * E-8 (Long-range version of E-1 using drop tank installation of E-7, 4 × 7.92 mm/.312 in MG 17) * E-9 (Recon version of E-7/N, drop tank, camera equipment, 2 × 7.92 mm/.312 in MG 17)Bf 109T
Prior to the war, the ''Bf 109F
Prototypes
Development of the new Bf 109 F airframe had begun in 1939. After February 1940, an improved engine, the Daimler-Benz DB 601E, was developed for use with the Bf 109. The engineers at the Messerschmitt facilities took two Bf 109 E-1 airframes and installed this new powerplant. The first two prototypes, V21 (''Werknummer'' (Works number) or W.Nr 5602) and V22 (W.Nr 1800) kept the trapeziform wing shape from the E-1, but the span was reduced by 61 cm (2 ft) by "clipping" the tips. Otherwise the wings incorporated the cooling system modifications described below. V22 also became the testbed for the pre-production DB 601E. The smaller wings had a detrimental effect on the handling so V23, ''Stammkennzeichen'' (factory Code)These factory codes were used by all second line aircraft, such as trainers, communication, some Air Service aircraft and others not engaged in operational usAerodynamic improvements
Compared to the earlier Bf 109 E, the Bf 109 F was much improved aerodynamically. The engine cowling was redesigned to be smoother and more rounded. The enlarged propeller spinner, adapted from that of the new Messerschmitt Me 210, now blended smoothly into the new engine cowling.Radinger and Otto 1999, p. 14. Underneath the cowling was a revised, more streamlined oil cooler radiator and fairing. A new ejector exhaust arrangement was incorporated, and on later aircraft a metal shield was fitted over the left hand banks to deflect exhaust fumes away from the supercharger air-intake. The supercharger air-intake was, from the F-1 -series onwards, a rounded, "elbow"-shaped design that protruded further out into the airstream. A new three-blade, light-alloy VDM propeller unit with a reduced diameter of 3 m (9 ft 8.5 in) was used. Propeller pitch was changed electrically, and was regulated by a constant-speed unit, though a manual override was still provided. Thanks to the improved aerodynamics, more fuel-efficient engines and the introduction of light-alloy versions of the standard Luftwaffe 300-litre drop tank, the Bf 109 F offered a much increased maximum range of 1,700 km (1,060 mi) compared to the Bf 109 E's maximum range figure of 660 km (410 miles) on internal fuel and with the E-7 with a 300-litre drop tank, double the range, to 1,325 km (820 mi). The canopy stayed much the same as that of the E-4, although the handbook for the 'F' stipulated that the forward, lower triangular panel to starboard was to be replaced by a metal panel with a port for firing signal flares. Many F-1s and F-2s kept this section glazed. A two-piece, all-metal armour plate head shield was added, as on the E-4, to the hinged portion of the canopy, although some lacked the curved top section. A bullet-resistant windscreen could be fitted as an option.Prien and Rodeike 1995, pp. 11–18. The fuel tank was self-sealing and around 1942 Bf 109 Fs were retrofitted with additional armour made from layered light-alloy plate just aft of the pilot and fuel tank. The fuselage aft of the canopy barely changed in its externals. The rudder was slightly reduced in area and the symmetrical fin section changed to anArmament
The armament of the Bf 109 F was revised and consisted of the two synchronized 7.92 mm (.312 in) MG 17s with 500 rpg above the engine plus a ''Motorkanone'' firing through the propeller hub. The pilots' opinion on the new armament was mixed: ''Oberst''Bf 109 F sub-variants
F-0, F-1, F-2
As the DB 601 E was not yet available in numbers, the pre-production F-0 (the only F variant to have a rectangular supercharger intake) and the first production series F-1/F-2 received the 1,175 PS (1,159 hp, 864 kW) DB 601N engine driving a VDM 9-11207 propeller. The F-0/F-1 and F-2 only differed in their armament; the F-1 being fitted with one 20 mm MG FF/M ''Motorkanone'' firing through the propeller hub, with 60 rounds. The F-1 first saw action in the Battle of Britain in October 1940 with JG 51. The most experienced fighter aces like Werner Mölders were the first ones to fly Bf 109 F-1s in combat in October 1940.Prien and Rodeike 1995, pp. 8–9. A total of 208 F-1s were built between August 1940 and February 1941 by Messerschmitt Regensburg and the ''Wiener Neustädter Flugzeugwerke'' (WNF).Prien and Rodeike 1995, p. 10. The F-2 introduced the 15 mm Mauser MG 151 cannon with 200 rounds.Green 1980, p. 78. As the harder-hitting 20 mm Mauser MG 151/20 version became available, a number of F-2s were retrofitted with it in the field. About 1,230 F-2s were built between October 1940 and August 1941 by AGO, Arado, Erla, Messerschmitt Regensburg and WNF(Wiener Neustädter Flugzeugwerke). No tropical version was built, although F-2s were fitted with sand filters in the field. The maximum speed of the F-1 and F-2 was 615 km/h (382 mph) at rated altitude. * F-0 (Pre-production aircraft built from E series airframes, Adolf Galland was one of the few to fly one operationally) * F-1 (Armed with 1 × 20 mm MG FF/M ''Motorkanone'' cannon and 2 × 7.92 mm/.312 in MG 17 machine guns) * F-2 (Armed with 1 × 15 mm (.59 in) MG 151 cannon and 2 × 7.92 mm/.312 in MG 17) ** F-2 trop (tropicalized version, only as field conversion) ** F-2/Z (high-altitude fighter with GM-1 boost, cancelled in favour of the F-4/Z)F-3, F-4, F-5, F-6
The 1,350 PS (1,332 hp, 993 kW) DB 601 E was used in the F-3 and F-4 model together with a VDM 9-12010 propeller with broader blades for improved altitude performance.Radinger and Otto 1999, p. 19. The DB 601 E was initially restricted to 1,200 PS (1,184 hp, 883 kW) at 2,500 rpm; however, the full rating of 1,350 PS at 2,500 rpm was cleared for service use by February 1942. The DB 601 E ran on standard 87 octane "B-4" aviation fuel, despite its increased performance; while the earlier DB 601 N required 100 octane "C-3" fuel.Prien and Rodeike 1995, p. 24. Only 15 examples of the F-3 are believed to have been produced by Messerschmitt Regensburg between October 1940 and January 1941. Like the F-1, the F-3 was armed with the 20 mm MG-FF/M and two 7.92 mm (.312 in) MG 17s. From the F-4 onward, the new 20 mm Mauser MG 151/20 with 200 rounds was used as the ''Motorkanone''. The first F-4s reached frontline units in June 1941. Production lasted exactly a year between May 1941 and May 1942, with 1,841 of all F-4 variants produced. Some of the later models were capable of mounting two 20 mm MG 151/20 cannons under the wing in faired gondolas with 135 rpg. These were designated F-4/R1 and 240 of them were produced by WNF in the first quarter of 1942. This optional additional armament was standardized as field kit for later G and K series. A special high-altitude variant, the F-4/Z featuring GM-1 boost, was also built with a production run of 544 in the first quarter of 1942 and saw extensive use. Finally, the Erla factory produced 576 tropicalized F-4 trop in the first half of 1942. With its initial engine rating of 1,200 PS, the maximum speed of the F-4 (and F-3) was 635 km/h (394 mph) at rated altitude; and with the clearance of the full rating of 1,350 PS, maximum speed increased to 659 km/h (410 mph) at 6,200 m (20,341 ft). * F-3 (As F-1 but with 1350 PS DB 601E engine, produced in limited numbers) * F-4 (As F-2 but with DB 601E engine, 20 mm MG 151/20 "Motorkanone" cannon replacing the 15 mm MG 151) ** F-4/R1 (capable of mounting two 20 mm MG 151/20 cannons in underwing gondolas) ** F-4/R2 (dedicated recon version, 5 built) ** F-4/R3 (dedicated recon version, 36 built) ** F-4/Z (As F-4, high-altitude fighter with GM-1 boost) ** F-4 trop (Tropicalized fighter) * F-5 (tactical reconnaissance variant, two MG 17 guns, no internal cameras, pilots used handheld cameras, limited numbers built) * F-6 (reconnaissance variant, two MG 17 guns, Rb 20/30, Rb 50/30, or Rb 75/30 camera behind the cockpit, limited numbers built) **F-6 trop (at least one tropicalized F-6) * F-8 (planned but not built)Bf 109G
Introduction
The Bf 109 G-series was developed from the largely identical F-series airframe, although there were detail differences. Modifications included a reinforced wing structure, an internal bullet-proof windscreen, the use of heavier, welded framing for the cockpit transparencies, and additional light-alloy armour for the fuel tank. It was originally intended that the wheel wells would incorporate small doors to cover the outer portion of the wheels when retracted. To incorporate these the outer wheel bays were squared off. Two small inlet scoops for additional cooling of the spark plugs were added on both sides of the forward engine cowlings. A less obvious difference was the omission of the boundary layer bypass outlets, which had been a feature of the F-series, on the upper radiator flaps. Like most German aircraft produced in World War II, the Bf 109 G-series was designed to adapt to different operational tasks with greater versatility; larger modifications to fulfil a specific mission task, such as long-range reconnaissance or long-range fighter-bomber, were with "Rüststand" and given a "/R" suffix, smaller modifications on the production line or during overhaul, such as equipment changes, were made with kits of pre-packaged parts known as ''Umrüst-Bausätze'', usually contracted to ''Umbau'' and given a "/U" suffix. Field kits known as ''Rüstsätze'' were also available but those did not change the aircraft designation. Special high-altitude interceptors with GM-1 nitrous oxide injection high-altitude boost and pressurized cockpits were also produced. The newly fitted Daimler-Benz DB 605A engine was a development of the DB 601E engine utilised by the preceding Bf 109 F-4; displacement andEarly Bf 109G models
G-1, G-2
The G-1, produced from February 1942, was the first production version of the G-series and the first production Bf 109 with a pressurized cockpit. It could be identified by the small, horn-shaped air intake for the cockpit compressor just above the supercharger intake, on the left upper cowling. In addition, the angled armour plate for the pilot's head was replaced by a vertical piece which sealed-off the rear of the side-hinged cockpit canopy. Small, triangular armour-glass panels were fitted into the upper corners of this armour, although there were aircraft in which the plate was solid steel. Silica gel capsules were placed in each pane of the windscreen and opening canopy to absorb any moisture which may have been trapped in the double glazing. The last 80 G-1s built were lightweight G-1/R2. In these GM-1 nitrous oxide 'boost' was used, and the pilot's back armour was removed, as were all fittings for the long-range drop tank. A few G-1 flown by I./JG 1 are known to have carried the underwing 20 mm MG 151/20 cannon gondolas. The G-2, which started production in May 1942, lacked the cabin pressurization and GM-1 installation.Feist 1993, p. 154. Performance-wise it was identical to the G-1. The canopy reverted to one layer of glazing and incorporated the angled head armour used on the F-4, although several G-2 had the vertical type as fitted to the G-1. Several ''Rüstsätze'' could be fitted, although installing these ''did not change the designation of the aircraft''. Instead the "/R" suffix referred to the G-2's ''Rüstzustand'' or equipment condition of the airframe, which was assigned at the factory rather than in the field. There were two ''Rüstzustand'' planned for G-2s: * G-2/R1: Long-range fighter-bomber. It carried a bomb up to 500 kg (1,100 lb) under the fuselage and had a modified fuel system with underwing fittings for a 300 L (80 US gal) drop tank. As a standard Bf 109G had not enough ground clearance to carry a 500 kg bomb, a jettisonable auxiliary undercarriage was added just aft of the cockpit. The prototype was the FiSk 199. No production known * G-2/R2: a reconnaissance aircraft with GM-1 and camera equipment. The rack and internal fuel lines for carrying a 300 L (80 US gal) under-fuselage drop-tank were widely used on G-2s, as were the underwing 20 mm MG 151/20 cannon gondolas. Several G-2s were fitted with the ''ETC 500'' bomb rack, capable of carrying one 250 kg (550 lb) bomb. The final G-2 production batches built by ''Erla'' and ''MesserschmittG-3, G-4
In September 1942, the G-4 appeared; this version was identical to the G-2 in all aspects, including performance, except for being fitted with the FuG 16G-5, G-6
In February 1943, the G-6 was introduced with the 13 mm (.51 in) MG 131s, replacing the smaller 7.92 mm (.312 in) MG 17 – externally this resulted in two sizeable ''Beule'' blisters over the gun breeches, reducing speed by 9 km/h (6 mph). Over 12,000 examples were built well into 1944 although contradictory factory and RLM records do not allow an exact tally. The G-5 with a pressurized cockpit was identical to the G-6. A total of 475 examples were built between May 1943 and August 1944. The G-5/AS was equipped with a DB 605AS engine for high-altitude missions. GM-1-boosted G-5 and G-6 variants received the additional designation of "/U2". and were clearly identifiable as they use a modified, aerodynamically cleaner, engine cowl without the usual blisters. The G-6/U4 variant was armed with a 30 mm (1.18 in) MK 108 cannon mounted as a ''Motorkanone'' firing through the propeller hub instead of the 20 mm MG 151/20. The G-6 was very often seen during 1943 fitted with assembly sets, used to carry bombs or a drop tank, for use as a night fighter, or to increase firepower by adding rockets or extra gondola-style, underwing gun pod mount ordnance. The following variants of the G-5 and G-6 were produced: * G-5 (Pressurized fighter) ** G-5/U2 (High-altitude fighter with GM-1 boost) ** G-5/U2/R2 (High-altitude reconnaissance fighter with GM-1 boost) ** G-5/AS (High-altitude fighter with DB 605AS engine) ** G-5y (Command fighter) * G-6 (Light fighter) ** G-6/R2 (Reconnaissance fighter, with MW 50) ** G-6/R3 (Long-range reconnaissance fighter, with 2 × 300 L/80 US gal underwing droptanks) ** G-6 trop (Tropicalized fighter) ** G-6/U2 (Fitted with GM-1) ** G-6/U3 (Reconnaissance fighter) ** G-6/U4 (As G-6 but with 30 mm/1.18 in MK 108 ''Motorkanone'' engine cannon) ** G-6y (Command fighter) ** G-6/AS (High-altitude fighter with DB 605AS engine) ** G-6/ASy (High-altitude command fighter) ** G-6N (Night fighter, usually with Rüstsatz VI (two underwing MG 151/20 cannons) and sometimes with FuG 350Z Naxos) ** G-6/U4 N (as G-6N but with 30 mm/1.18 in MK 108 ''Motorkanone'' engine cannon) One offensive weapons upgrade in 1943 for the Bf 109G – and also used for the Fw 190A – was one that mounted the '' Werfer-Granate 21'' heavy calibre rocket weapon system with one launching tube under each wing panel.Vogt 1998, p. 15. The rockets, fitted with a massive 40.8 kg (90 lbs) warhead, were aimed via the standard Revi reflector sights, and were spin-stabilized in flight. In emergency, the tubes could be jettisoned via a small explosive charge.Vogt 1998, p. 15. Intended as a "stand-off" weapon, fired from a distance of 1,200 meters and outside the effective range of the formations defensive guns, it was employed against Allied bomber formations, the Wfr. Gr. 21 rocket was unofficially known as the BR 21 (Bordrakete 21 cm) for the Bf 109G-5, G-6 and G-14. The weapons system received the designation of ''Rüstsatz'' VII on the G-10.Late Bf 109G models
Improvements to the design
During the course of 1943, a number of improvements were gradually introduced. In an attempt to increase the pilot's field of view an armoured glass head-rest, the so-called ''Galland Panzer'' was developed, and subsequently began replacing the bulky armour plate in the spring of 1943. Towards the end of the year the clear-view, three-panel ''Erla Haube'' canopy appeared, named after the Erla Maschinenwerk sub-contractor involved in building new examples, and upgrading older examples of the Bf 109. Often misnamed the "Galland Hood" in postwar Western aviation books and periodicals, it eventually replaced the older heavily framed two-piece canopy – comprising the starboard side-hinged six-panel main canopy, and the three-panel fixed rear unit fastened to the fuselage – on the Bf 109G. The canopy structure was completely redesigned to incorporate a greater area of clear perspex; the welded framing for the three-panel ''Erla Haube'' design was reduced to a minimum and there was no longer a fixed rear portion, with the entire structure aft of the windscreen being hinged to swing to starboard when opened. The Bf 109 G-10, AS-engined G-5s, G-6s and G-14s as well as the K-4 saw a refinement of the engine cowlings. The formerly separate, added-on ''Beule'' blisters which had earlier covered the spent shell-casing chutes of the synchronized fuselage-mount MG 131s were completely integrated into the upper cowling panels, vastly improving their streamlining and allowing them to be lengthened and enlarged to cover both the weapons and the engine bearers. Initial prototype versions were symmetrical, but as larger superchargers were fitted, the engines required modified upper engine bearers to clear the supercharger housing, and as a result the final shape of the new cowling was asymmetrical, being enlarged on the port side where the supercharger was mounted on the DB engine. There were also special streamlined panels fitted to the forward fuselage. These so-called ''agglomerations'' could be seen in several different patterns. Because of their aerodynamically more efficient form in a side-view of DB 605AS and D -powered Bf 109 Gs and Ks, the agglomerations were barely discernible compared with the conspicuous fairings they replaced.Late-production G-6, G-14, G-14/AS
Some versions of the G-6 and later Gs had a taller, wood-structure tail unit and redesigned rudder with an inset rudder balance protruding forward into the fin which improved stability at high speeds. The introduction of the WGr. 21 cm (8 in) under-wing mortar/rockets and the 30 mm (1.18 in) MK 108 cannon increased firepower. Certain production batches of the Bf 109G were fitted withG-10
Referred to as the "bastard aircraft of the Erla factory" in the ''Luftwaffe''s Aircraft Variants Book of December 1944,Griehl 2004, p. 70. the G-10 was a Bf 109 G airframe combined with the new DB 605 D-2 engine, created to maintain production levels with minimal disruption of the assembly lines until production of K-series airframes would reach sufficient levels. Despite what the designation would suggest, it appeared in service after the G-14 in November 1944, largely replacing previous G-series aircraft on the production lines of Erla, WNF and Messerschmitt Regensburg factories. Contrary to popular belief the G-10 were not rebuilt older airframes but new production. Early production G-10 may have had two data plates (one stamped G-14) as these airframes were originally intended for G-14 assembly but were diverted to G-10 assembly. The most recognizable external change was the use of the three-panel ''Erla-Haube'' clear-view canopy, which filled the entire canopy length behind the four-panel windscreen unit, which eliminated the older, rear fixed canopy section. Internal changes included inheriting the new 2,000 W generator and the DB 605 D-2 engine of the 109K. Apart from the standardised streamlined engine cowlings, G-10s with the DB605 D-2 were equipped as standard with the MW-50 booster system (DB 605DM, later 605DB) and had a larger Fo 987 oil cooler housed in a deeper fairing. Also, because of the engine's enlarged crankcase and the oil return lines which ran in front of it, these G-10s had small blister fairings incorporated into the lower engine cowlings, forward of and below the exhaust stacks, except for Erla-built aircraft, which had modified cowlings without the little bulges in front of the exhaust stacks. This became a distinguishing feature between Erla-built G-10s and those of other factories.Prien and Rodeike 1995, p. 159. The radio antenna mast was also removed from atop the rear fuselage turtledeck, and replaced with a standard late-war Luftwaffe ventral whip aerial antenna under the wing. The following variants of the G-10 were produced: * G-10 (Light fighter with DB605DM or DB/DC engine) ** G-10/R2 (Reconnaissance fighter) ** G-10/R6 (Bad-weather fighter with PKS 12 autopilot) ** G-10/U4 (As G-10 but with 30 mm/1.18 in MK 108 ''Motorkanone'' engine cannon) Approximately 2,600 G-10s were produced from October 1944 until the war's end.Miscellaneous variants: G-8, G-12
The G-8 was a dedicated reconnaissance version based on the G-6. The G-8 often had only the ''Motorkanone'' engine cannon or the cowling machine guns installed, and there were several subversions for short- or long-range reconnaissance missions with a wide variety of cameras and radios available for use. The Bf 109 G-12 was a two-seat trainer version of the Bf 109. This was a conversion of "war-weary" or rebuilt G-4 and G-6 airframes; the space needed for the second cockpit was gained by reducing the internal fuel capacity to only 240 L (60 US gal) meaning that the 300 L (80 US gal) drop tank was employed as standard equipment. This version was rarely armed with anything more than one or two cowling machine guns. The rear cockpit canopy was bowed out to give the instructor, who sat behind the student pilot in an armoured seat, a clearer view. The rear cockpit was also equipped with a basic instrument panel and all flight controls.Bf 109G subtypes and variants
The base subtypes could be equipped with ''Rüstsatz'' add-on standard field kits; in practice this meant hanging on some sort of additional equipment like droptanks, bombs or cannons to standard attachment points, present on all production aircraft. Aircraft could be modified in the factory with ''Umrüst-bausatz'' (''Umbau'') conversion kits or by adding extra equipment, called ''Rüstzustand'', to convert standard airframes for special roles, a reconnaissance or bad-weather fighter, for example. Unlike the '' Rüstsatz'' field-kits, these modifications were permanent. The ''Rüstsatz'' kits were labelled with the letter "R" and a Roman numeral. ''Rüstsatz'' kits did not alter the aircraft type so a Bf 109 G-6 with ''Rüstsatz'' II (50 kg/110 lb bombs) remained a Bf 109 G-6 and not G-6/R2, which was a reconnaissance fighter with MW 50, as suggested by most publications. The ''Umrüst-Bausatz'', ''Umbau'' or ''Rüstzustand'' were identified with either an "/R" or "/U" suffix and an Arabic number, e.g. Bf 109 G-10/U4. Common ''Rüstsatz'' kits: Bf 109G: * R I (''ETC 501/IX b'' bomb rack under the fuselage, fusing equipment for an SC 250 or SD 250 type 250 kg (550 lb) bomb) * R II (''ETC 50/VIII d'' bomb rack under the fuselage, fusing equipment, for four SC 50 type 50 kg (110 lb) bombs) * R III (''Schloß 503A-1'' rack for one fuselage drop tank (300 L/80 US gal)) * R IV (two 30 mm (1.18 in) ''Rheinmetall-Borsig'' MK 108 underwing gunpods) * R VI (two 20 mm ''Mauser'' MG 151/20 underwing gunpods with 135 rpg) * R VII (''Peilrufanlage'') Common ''Umrüst-Bausatz'' (''Umbau'') numbers: * U1 (Messerschmitt P6 reversible-pitch propeller to be used as air brake, only prototypes) * U2 (GM-1 boost, during 1944 several hundred converted to MW-50 boost) * U3 (Reconnaissance conversion, in autumn 1943 G-6/U3 adopted as G-8 production variant) * U4 (30 mm (1.18 in) MK 108 ''Motorkanone'' engine-mounted cannon)Bf 109H
The Bf 109H was intended to be a high-altitude fighter, developed from the F-series. The wingspan was increased through the addition of new, constant-chord inner wing panels to 11.92 m (39.11 ft), and the widened stabilizer again received a supporting strut leading from the fuselage, like the B through E models. Maximum speed was 750 km/h (470 mph) at 10,100 m (33,140 ft). A small number of Bf 109 H-1s were built, flying several sorties over Britain and France. Bf 109H-2 and H-5 developments were also planned, but the entire H-series was scrapped because of wing flutter problems.Fesit 1993, p. 45. * H-0 (Pre-production aircraft, rebuilt from F-4/Z, powered by a DB 601E engine with GM-1 boost) * H-1 (Production version, based on G-5 airframes, powered by a DB 605A engine with GM-1 boost) A record exists of one particular Bf 109H-1, ''Werknummer'' 110073, was recorded as having been converted to a photo-recon aircraft by a Luftwaffe long-range reconnaissance group, ''Fernaufklärungsgruppe 123'', in May 1944, and flown on dates immediately following theBf 109K
K-4
The Bf 109K was the last of the series to see operational duty and the last in the Bf 109 evolutionary line. The K series was a response to the bewildering array of series, models, modification kits and factory conversions for the Bf 109, which made production and maintenance complicated and costly – something Germany could not afford late in the war. The RLM ordered Messerschmitt to rationalise production of the Bf 109, consolidating parts and types to produce a standard model with more interchangeable parts and equipment; flaws in the design of the airframe were also to be remedied. Work on the new version began in the spring of 1943 and the prototype was ready by autumn. Series production started in August 1944 with the K-4 model, due to changes in the design and delays with the new DB 605D powerplant. The K-4 was the only version to be mass-produced. Externally the K series could be identified by changes in the locations of the radio equipment hatch, which was moved forward and to a higher position between frames four and five and the filler point for the fuselage fuel tank, which was moved forward to a location between frames two and three.The shape of the hatch was changed in that the lower edge sloped up slightly to the front. The D/F loop was moved aft to sit between frames three and four on the fuselage spine and a small circular plate above the footstep on the port side of the fuselage was deleted. The rudder was fitted as standard with aOther Bf 109K projects and prototypes
Several other versions were projected based on the 109K airframe – K-6, K-8, K-10 and K-14. In the proposed K-6 the armament would have been two 13 mm (.51 in) MG 131 above the engine, along with a 30 mm (1.18 in) MK 108 ''Motorkanone'' and an internally mounted MK 108 in each wing, with 45 rpg. Alternatively, the wing MK 108s could be substituted by 20 mm MG 151/20s, with 100 rpg. Armour weight was increased to . Takeoff weight was . Some K-6 prototypes were built and tested at the ''Erprobungstelle'' Tarnewitz weapons-testing centre on the Baltic coast.Hitchcock 1979, pp. 22–30. Project drawings of the K-8 show a K-series airframe powered by the two-stage DB 605L high altitude engine, a high-velocity 30 mm (1.18 in) MK 103 ''Motorkanone'', and two 30 mm (1.18 in) MK 108 cannons in the wings; the cowl 13 mm (.51 in) MG 131s were dispensed with. Some sources point to limited use of the K-14, intended as high-altitude heavy fighter. Two airframes are listed as delivered to II./JG52 under Major Wilhelm Batz in late spring of 1945, these being armed with only one 30 mm (1.18 in) cannon, but the type's existence cannot be positively confirmed. The K-14 was to be powered by the two-stage supercharged DB 605L engine, using a four-bladed propeller. , and an operational altitude of was projected. Armour and armament were otherwise similar to the K-6. Common ''Rüstsatz'' kits, Bf 109K * ''R I'' ETC 501/IX b or ''Schloß'' 503belly bomb rack, fusing equipment for fitting a 250 kg (550 lb) or 500 kg (1,100 lb) bomb * ''R III'' ''Schloß 503A-1'' rack for one fuselage drop tank (300 L/80 US gal). * ''R IV'' BSK 16 gun-camera in the left wing between nose ribs 3 and 4. * ''R VI'' two 20 mm ''Mauser'' MG 151/20 underwing gunpods with 135 rpg. Known variants * ''K-0'' Pre-production aircraft, powered by a DB 605DM engine * ''K-1'' supposed to replace the G-5 in production at Erla from July 1944 and it was specified that, like the G-5, the K-1 was to be equipped with a pressurized cockpit. * ''K-2'' proposed version without pressurized cockpit * ''K-3'' quantity production was also planned of a K-3 series which was to be built as a fighter and, in its K-3/R2 form, as a reconnaissance aircraft with a pressurized cockpit. * ''K-4'' only serial production version without pressurized cockpit, powered by a DB 605DM (early pdn) or DB/DC engine * ''K-6'' proposed heavy fighter version, as K-4 with reinforced wings holding two additional 30 mm MK 108 cannons and additional armour * ''K-8'' proposed reconnaissance version, equipment similar to G-8 * ''K-10'' proposed version, similar to K-6, MK 103M engine cannon instead of MK 108 * ''K-12'' proposed version, dual-seat trainer similar to G-12 * ''K-14'' proposed version, similar to K-6, powered by a DB 605L engineBf 109X
After the success of the demonstration at the meeting of Zürich in 1937, Udet was receptive to the idea of developing an export version of the Bf 109 but with a different engine than the DB 601. The engine chosen was theBf 109Z "Zwilling"
This experimental aircraft was essentially two Bf 109F airframes joined by means of a new wing centre section and new tailplane, both of constant chord, in a manner paralleled by the F-82 Twin Mustang. In the preproduction model, the right fuselage cockpit was faired over and the pilot flew the aircraft from the left side fuselage. Additional modifications included setting the main undercarriage hinges further inboard, with associated strengthening of the fuselage and modifications to the wing forward structure. Four variants of this aircraft were proposed. One was an interceptor armed with five 30 mm (1.18 in) cannon and up to a 1,000 kg (2,200 lb) bomb load, another a fighter-bomber armed with two MK 108 cannon and up to two 2,200 lb. bombs. Both airframes were to be powered by the DB605 engine. A third and fourth were designed on paper and would be similar to the first two airframes but powered by Jumo 213 engines. Only one Bf 109Z was built, and it was never flown, having been damaged in its hangar during an Allied bombing raid in 1943. The project was permanently abandoned in 1944.Bf109 variants overview (German)Bf 109TL
The Bf 109TL was first proposed on 22 January 1943 at an RLM conference; at the time only threeFieseler and Skoda FiSk 199
Experimental version of Bf 109G-2/R1 with extra landing gear, one ventral 250 kg bomb and two drop tanks under wings.Developments after World War II
Czechoslovak production
After the war, some Bf 109s were produced in Czechoslovakia as theSpanish production
In Spain, two versions of the Bf 109G-2, the Hispano Aviación HA-1112 "Tripala" and "Buchón", were built under license, the former with theReferences
Footnotes
Citations
Bibliography
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* Aakra, Kjetil and Kjæraas, Arild. ''Messerschmitt Bf 109T: Camouflage and Markings''. Profiles in Norway Nr. 3. Norway: Proinor, 2004. . * Gil Martinez, Eduardo Manuel. ''Hispano Aviacion HA-1112''. Monographs Nr. 67. Poland: Kagero, 2019. . * Yofe,Alex and Nyveen, Lawrence. ''Avia S-199 in Israeli Air Force: 1948-1950''. USA: White Crow Publications, 2007. .External links